For the seventh time, we put the year's hottest performance cars to the ultimate test.

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Putting this bone-stock lawyer's taxi on the track reminds us why a BMW 3-series continues to warm our cockles, whatever cockles are. Compact and crouched on a wide stance, the 3's balance is sublime and the power is exquisitely matched to the chassis and delivered in one swift, linear rush. From the throttle to the brake to the steering wheel, the controls are so fine-tuned and piano-wire tight that it's easy to take this car right to its limit and hold it there for an enthralling hot lap.

Consistency is the 3-series story at VIR, its best daily lap times varying by less than a second over three sessions. And the new F30 generation's overall best, 3:13.2, is 0.6 second slower than our best in an E90-generation 335is coupe last year, which makes sense considering they are very similar cars. Both are powered by turbocharged inline sixes though the single-turbo F30 has 300 horses versus the twin-turbo 335is's 320. The F30's curb weight is only five pounds lighter.

The 3-series is such a steady runner because you simply don't throw laps in this car. You don't blow turn-in points because you can't properly modulate the brakes. You don't overshoot apexes or track out too wide because the chassis hides the shudders of tires pushed past their limit. You don't lose the tail at the exit because the tail simply refuses to get lost. You know exactly when the 3-series is giving you its all, which is saying a lot in an era of increasing electrification and insularity.

The 335i, here with a fast-shifting paddle-controlled automatic, makes a strong claim for being all the sedan you'll ever need. You can always spend more money for more elbowroom, or to go a bit faster, but it's difficult to find more driving pleasure at any price.

Chevrolet Camaro SS 1LE • 3:01.5

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Without a complete redesign, Chevrolet couldn't change the fact that the Camaro is huge, heavy, and struck blind by its poor outward visibility. But Chevy could change the chassis, and—fortunately—it did. Some serious suspension magic (option code 1LE) has transformed the Camaro SS into a track delight.

Much of the credit goes to the 285/35R-20 rubber at all four corners that replaces the narrower, staggered setup of the base SS. Wider front tires provide instant bite that corresponds perfectly with the slightest turn of the quick (2.5 turns lock-to-lock) steering. Thanks to a revised shock, spring, and anti-roll-bar tune, the old SS's slightly soggy initial compliance is gone. In its place is tighter, but more graceful, body and wheel control.

The car gained a full second over the regular SS in the uphill esses of sector two, where confidence and grip led to an entry speed of 126.1 mph. Still more impressive is the 1LE's 115.8-mph average speed through the sector, a number that nearly matches the SS's peak sector speed of 116.2 mph. Very fast fact: The 1LE was only a tenth of a ­second slower than the Ferrari 458 through the uphill esses.

Other changes include a shorter final drive (to 3.91:1 from 3.45:1) and tighter spacing between the first three gears. The result is an energized Camaro that flies out of ­corners. A shorter shifter shared with the ZL1 snicks into gear with conviction.

Almost nothing upsets this chassis, though we did manage to waste a second or so with a poorly timed three-two downshift at the end of sector three, causing a bit of predictable oversteer on hot, well-worn tires. Remove that one regrettable slip-up and add a fresh set of Goodyears, and you have a sub-three-minute car for the low, low price of $37,930.

Camaro ZL1 • 2:57.5

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Is the Camaro ZL1 a more powerful SS 1LE? Or is the 1LE a slower ZL1? We pondered that philosophical matter while pounding both Camaros at VIR. We still don't know the answer, but we do know that the ZL1 provides the same spectacular ­stability, predictability, and control of the 1LE, it's just that the experience is sped up.

To handle the extra power, Chevy gives the ZL1 more rubber in back than the 1LE. Wider 305/35R-20 rear tires help the ZL1 put its extra 154 horsepower to the ground, giving it a distinct advantage over the even more powerful Ford Shelby GT500, which has narrower tires. Also, unlike the GT500, the ZL1's directional stability isn't disrupted by full use of the powertrain's thrust.

A look at the sector times reveals that the ZL1's power advantage allows it to exit corners at higher speeds than the 1LE. We did notice that the ZL1 was slower than the 1LE through the uphill esses despite posting significantly higher entry and exit speeds. To explain, the ZL1 enters the esses at more than 130 mph and requires a brief whiff of braking before the second transition. Confession: We probably held the brakes a bit too long on our hot lap.

The ZL1 weighs 236 pounds more than the 1LE, and more mass and velocity mean that the ZL1's chassis and, consequently, the driver have to deal with greater forces. But, thanks to its resolute stability, those forces are easily controlled in this hottest Camaro.